Gas-engine



(No Model.) 5 Sheets-Sheet 1.

0. SHELBURNB. GAS ENGINE.

No. 322,650. Patented July 21. 1885.

8 (3 HI: LCM-- I "5| WITNESSES INVENTOR.

(N0 Model.) 5 Sheets-Sheet 2.

G. SHELBURNE.

GAS ENGINE.

NVENTOR. ad

Patented July 21, 1885.

(No Model.) 5 SheetsSheet 3. G. SHELBURNE.

GAS ENGINE. 4

Patented July 21, 1885.

1 G INVENTOR- WITNESSES ATTORNEYS.

(No Model.)

' 5 Sheets-Sheet 4. G. SHELBURNH.

GAS ENGINE.

Patent-ed July 21, 1885* WITNESSES:

ATTORNEYS N, PETERS. PlmtuLilhngmphar. Walhingnm D. C,

(NqModeL) 5 Sheets-Sheet 5.

G. SHELBURNES GAS ENGINE. No. 322,650. Patented July 21, 1885.

WITNESSES: INVENTORZ. V

f 21 W ATTORNEYS.

UNITED STATES PATENT 'Orricn.

OEPHAS SHELBURNE, OF RICHMOND, VIRGINIA, ASSIGNOR TO JAMES G.

PULLING, OF COLUMBUS, OHIO.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 322,650, dated July 21, 1885.

Application filed January 3, 1885. (No model.)

To all whom it may concern:

Be it known that I, GEPHAs SHELBURNE, of the city of Richmond, county of Henrico, and State of Virginia, have invented a new and useful Improvement in Gas-Engines, of which the following is a specification.

My invention relates to that class of gas-engines in which the combustible mixture of gas or vapor and air for forming the motive power is fired while under compression; and it has for its object to simplify the construction and increase the general efficiency of the machine, as will be hereinafter more fully described.

In large or powerful engines, wherein the combustible mixture is fired while under compression, considerable disadvantage often re-- sults from a premature ignition of the cylinder-charge. This disadvantage is caused by a portion of the burned or used gases being left in the cylinder from the previous explosion, and in engines heretofore invented it was sought to be prevented by producing an explosion but once in every two revolutions of the piston, or by passing ascavenging charge of air through the cylinder before a fresh charge was introduced. According to my present arrangement I obviate this difficulty by thoroughly exhausting the burned or used gases from the cylinder before a fresh charge is introduced by an arrangement herein substantially specified.

The invention also relates to improved devices for cooling the slide and slide-passages and the-combustible gases while entering the cylinder, thereby to a great extent overcoming the evil results which usually arise from overheating.

The invention further consists in governing the engine and regulating its running by means cylinder-charge, of admitting the same, cutting off the supply, of allowing the charge to be compressed and then fired in such a manner as to produce an explosion at every outstroke of the piston, as will be hereinafter more fully described.

Referring to the drawings, Figurelis a side elevation. Fig. .2 is a plan view. Fig. 3 is an end elevation. Fig. 4 is a sectional plan. Fig. 5 is a cross-section showing the exhaust. Fig. 6 is a horizontal section of the slide and slide-cover. Fig. 7 is a cross-section of the slide on the line :0 m, Fig. 6. Fig. 8 shows valve-box and gearing. Fig. 9 shows the cam for operating the exhaust-valve.

A, Fig. 4, represents a single-acting powercylinder, and B the exhaust-cylinder. The two cylinders are placed one before the other and bolted together, being separated by a plate, 3, in which is a stuffing-box.

The power-piston O and the exhaust-piston D are connected by one and the same rod, E, to crank-shaft G and fly-wheel F.

E is a rod connecting the two pistons and -working through a stufling-box at q.

The exhaust-piston D is connected directly with the main rod E by a wrist and transverse pin, m, so that the pistons may be guided without the aid of cross-heads or slides, thereby rendering the machine very compact.

It will be seen that the exhaust-cylinder B is cast into one piece with the base B, of which it forms a part, and that the exhaustvalve J is free from contact with the interior of the power-cylinder. This valve is placed horizontally at one side of the exl'laust-cylinder and made in the form of a slide, having a slot, j, and provided with a loose plate, J, working against its outer face. By means of bolts jj the plate J is held tight against the outer face of the valve, so that there can be no suction or drawing in of air or discharged gas into the cylinder from the pipe K while the piston is performing its outstroke. Springs j" are placed on the upper ends of the bolts j, and bear between the va ve-case and the heads of the bolts to prevent the bolts from working loose. Inse this form (sliding) of valve because considerable disadvantage often results from improper or partial seating of the lift-valves commonly used in -passage T are a number of chambers, R

.the ignition-port 1.

engines of this class, caused by particles of grease, dust, &c., which are caught-under the valve while seating itself.

The cylinders A and B are cast separately, each into one piece, with an annular channel orjacket, O, surrounding a part of the cylinders, and when the two cylinders are bolted together 0 form one continuous annular chamber, surrounding and opening by ports 1? p to the interior of the cylinders, through which the burned gases pass from the powercylinder A into the exhaustcylinder B. The ports 0 p are so situated as to'be uncovered by the pistons when at their forward stroke, as in Fig. 4., at which point the exhaust takes place. It will be seen that at this point the space behind the piston in cylinder B is a complete vacuum to receive the waste or used gases from the power-cylinder; and by means of the annular jacket 0 O the exhaust is made more instantaneous and complete than could otherwise be effected by means of a pipe,

which must of necessity be of smaller capacity. The'capacity of the exhaust-cylinder is larger than the capacity of the power-cylinder, thereby making the exhaust of the burned gases so complete as not toreqnire ascavenging charge of air before a fresh charge is introduced, or require mixing the'fresh charge with a portion of the burned gases left in the cylinder from the previous explosion.

In Figs. 4 and 6, L is a slide placed horizontally at one side of the power-cylinder and made in the form of a hollow plunger, and

and also serves to cool the combustible gases while entering the cylinder. The pipes 7 7 are made flexible, and work through slots in the slide-cover in order to follow the oscillation of the slide. The slide L has a central bore, T, i'orn1ed in it, and extending alongv it, through which the combustible mixture passes to the power-cylinder. Surrounding the main formed in the slide, in which the combustible mixture is prepared for the cylinder-charge. \Vhen'the slide is in one position, as shown at Fig. 6, the passages R connect by channels 0 c with an annular gas-chamber, H, surrounding the cover M, while air enters through ports a a, formed through the cover M. The air and gas, being thoroughly mixed in the chambers 1%, pass into the main passage T and thence to the power-cylinder A through passage k.

Z is a 'second passagawhich extends horizontally across the slide L, and serves to ignite the cylinder-charge. When the slide is in one position, Fig. 6, the passage Z connects by a port, with a long narrow passage, 25, formed in the cover M. Air enters the passage it from a port, t while gas enters from a pipe, t. The combustible mixture thus formed enters At the same time a portion of the mixture enters apassage, 6, formed in the cover M, by a channel, h. By the backward movement of the slide L the passagel is brought over a flame, f. The immediate subsequent movement of the slide cuts off communication between the flamef and passage Z, and brings the passage Z to communicate with the passage e and the interior of the cylinder. At this point the cylinder-charge is ignited. The passage 6 is formedin the cover M, opening against the slide-face, and serves to ignite the cylindercharge more rapidly and to prevent the extinguishing of the flame in ,8) Z by the rushing back of the compressed cylinder-gases. When the slide is in one position, as shown in Fig. 6, the passage 6 is charged with combustible mixture by means of the channel h. By motion of the slide communication with his cut oft", and the passage 6 is brought to communicate with the interior 4 of the cylinder by means of alateral passage,

6 just when the piston is at its backward stroke, and just before the passage Z is brought over the inlet is for firing the cylinder-charge.

It will be seen that at this point the-pressure in passage 6 equals the pressure Within the cylinder A. A slight movement of the slide then brings the ignition-passagel over 6, and, firing the compressed gases therein, the resulting flame will be thrown with some forceinto the cylinder-charge. It will be seen that the combustible mixture of gas and air is drawn into the cylinder A just as the exhaust-ports I00 19 p are closed (Fig. 6) and when the piston C has performed a slight proportion of its in stroke, and that at the moment of firing the cylinder-chargethe piston has moved slightly forward, thereby, to a slight degree, lessening 5 the pressure within the cylinder while the pressure within 0 remains the same. The pressure within passage e at the moment of firing being greater than the cylinder-pressure the flame will be thrown into the cylindercharge, thereby igniting the charge more rapidly, while the extinguishing of the flame in Z by the rushing back of the compressed cylinder-gases will be impossible.

I is agas-chamloer, (Fig. 4,) in Whichisfittcd a sliding-valve, to, having a slot, t' thr'ough which gas enters from a supply-pipe, Q, into pipe I and gas-chamber H. The valve u is connected by a rod, 1, to the carriage of the governor V, Fig. 8, and is so arranged as to entirely out oft the supply of gas by either its back ward or forward movement. The governor V is supplied by bearings V V and run from the main-shaft G by a belt and pulleys, S S

WVhen the engine is started the valve a is opened, as shown at Fig. 4, and is held in this position by a small lever, 7",'Fig. 8, which is fulcrumed to the valve-case, as at r, and has a projection, r near its outer end, against which the arm y bears. A light flat spring, 3 1, is secured to the valve-case, and the lower end of this spring bears against the in r end of the lever r. Theweight of the governorballs holds the arm 1 against the projectiop on the free end of the lever r against the tension of the spring. When the engine reaches its normal speed, the balls rise, and the pressure of the arm y against the lever is released, and the spring, acting against the inner end of the lever, swings the free outer end of the lever out of the path of the arm 1, and the engine is then controlled by the governor. When the engine comes to a standstill, the fall of the governor-balls closes the valve and the gas supply is cut off so that there can be no waste of gas. Should the engine be running too fast, the consequent rise of the governor-balls causes the arm 3 to move the valve to far enough to partially cut off the supply of gas until the engine is gradually brought back to its normal speed. It will be seen that there is no sudden shutting off or letting on of the combustible gas, and that the supply is proportioned to the varied load on the engine. On starting the engine it requires tobe worked by hand until an explosion is effected. To facilitate the starting, any suitable device may be used for reducing the cylinder-pressure by allowing a portion of the combustible mixture to escape, until an explosion can be effected.

The operation is as follows: The valve to being placed in its open position and the gas admitted by turning the stop-cock Q, the machine is started by turning the fly-wheel F until the main passage T, Fig. 6, is brought to communicate with the inlet Jc to the cylindcr A. At this point the mixing-chambers lt communicate with the gas-chamber H and air-entry ports a a, and the cylinder is charged with combustible mixture. At the same time the passages Z and e are charged with combustible gas from the channel 15. A further movement of the slide brings the passage Z over the flame f, and the passage 6 is brought to communicate with the interior of the cylinder by a lateral channel, 6". At this point the piston has completed its backward stroke, when a slight movement of the slide brings the igniting-passage Z over the inlet is to the cylinder, and, firing the compressed charge in e, the resulting flame will be thrown into the cylindercharge. The explosiomby its expansive force, drives the pistons G and D forward until they reach the position shown at Fig. 4, at which point the ports 19 p are uncovered and the burned gases are drawn into the exhaust-cylinder B. A subsequent backward movement of the pistons closes the ports p19 Fig. 6, and the power-cylinder is again charged with combustible gases. At this point the valve J is pushed open, and the backward movement of the piston D forces the used gases through the pipe K. The valve J is operated upon by a cam, d, Fig. 9, acting against a roller, d, carried by the rod J and is held in this position during the'whole of the backward stroke of the piston D. The rod works through aguide, (Z and is held in its closed position by a spring, d .v

Having thus described my invention, what I-claim as new, and desire to secure by Letters Patent, is-

1. In a gas-motor engine, the power and exhaust cylinders cast separately and having surrounding annular chambers which communicate, when the cylinders are secured together, to form practically a single annular chamber around both the cylinders, and ports in the cylinders communicating with said surrounding chamber, substantially as described.

2. In a gas-motor engine, the combination, with the power and exhaust cylinders having the surrounding .chamber, and the ports connecting said cylinders therewith, of the slidevalve in a case connected with the exhaust-port of the exhaust-cylinder, substantially as described.

8. In a gas-motor engine, the combination of the power and exhaust cylinders having the surrounding chamber, and the ports connecting said cylinders therewith, the slidevalve in a case connected with the exhaustport of the exhaust-cylinder, and the plate bearing against the outer-face of the valve, substantially as described.

4. In a gas-motor engine, the slide L, made in the form of a hollow plunger with a central bore, T, passage Z, chambers It, and ports 0 0, arranged in combination with the gas-chamber H, airports a a, and passage 6, so as to perform all the functions of preparing and mixing the combustible mixture for the cylinder-charge, of admitting the same, cutting off the supply, of allowing the charge to be compressed and then fired in such a manner as to produce an explosion at every outstroke of the piston, substantially as herein speei-' 5. In a gas-engine, the slide-cylinder M, hav ing air-entry ports ca,surrounding the cylinder and opening to its inner face, in combination with an annular gas-chamber, H, surrounding the. cylinder M and opening by ports 0 c" to the inner face of the cylinder, the said ports a a and c 0 arranged to connect with the mixingchambers R, substantially as and for the purpose specified.

6.'In a gas-engine, the combination of the valve to, the valve-case, the pivoted bent lever attached to the governor and to the valve, the lever r, fulcrumed to the valvecase, the spring 1*, bearing against the inner end of the lever, and the stud 1"", bearing against one arm of the bent lever, substantially as described.

7. In agasmotor engine, the slide L, having central bore, T, passage Z, chambers R, ports 0, and water-chambers n, arranged in combination with the gas-chamber H, airports a, and passage '6, and jet f, for the purposes set forth, substantially as described.

OEPHAS SHELBURNE.

lVitnesses: V

. R0. H. GILLIAM,

1 IV. WV. ROWE. 

